Simplex train control



Sept. 29, 1925. 1,555,706

A. L. RUTHVEN SIMPLEX TRAIN CONTROL Filed July 31. 1922 LFQTHV' N @Hozucq FIG.

Patented Sept. 29, 1925.

UNITED STATES PATENT OFFICE.

ALERED I1. RUTHVEN, OF ROCHESTER, NEW YORK, ASSIGNOR TO UNION SIMPLEX TRAIN CONTROL 00., INC., OF ROCHESTER, NEW

WARE.

. Application filed July 31, 1922. Serial No. 578,741.

T 0 all whom it may concern:

Be it known that I, ALFRED L. RUTHvEN,

a citizen of United States, residing at Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Simplex Train Controls, of which the following is a specification, reference being had therein to the accompanying drawing.

The present invention relates to train controlling apparatus, and aims to provide novel improvements in such apparatus to enhance the utility and efficiency thereof.

Another object of the invention is the provision of means for utilizing one or more impulses or signal indications transmitted from the track to the vehicle for obtaining different vehicle controlling conditions, such as caution and clear, when the vehicle equipment has been set for danger conditions in passing a controlling station of the track,

without requiring a step by step or ratchet device such as disclosed in my copending application Serial No. 549,705, filed April 5, 1922, or the like. A further object is the provision of a vehicle equipment including means operable when passing a controlling station for the production of danger or vehicle-stopping conditions,-andother means operable, when passing the controlling station, for the transmission of one or moreimpulses from the track to the vehicle equipment to offset or' eliminate the danger conditions and to produce other conditions, such as caution and clear, according to the number of'impulses received, the firstnamed means only being effective after a given distance is travelled by the vehicle when passing the controlling station without the caution or clear impulses being received during such distance of travel.

A still further object is the provision of novel responsive means for the vehicle cooperable with controlling means on the track and operable inan effective manner for controlling the vehicle equipment.

With the foregoing andother objects in view, which will be apparent as the description proceeds, the invention resides in YORK, A CORPORATION OF DELA- SIMPLEX TRAIN CONTROL.

the construction and arrangement of as hereinafter described and claimed, 1t being understood that changes can be made within the scope of what is claimed, without departing from the spirit of the invention. I

The invention is illustrated in panying drawing, wherein Figure 1 is a diagrammatical view of the apparatus.

Fig. 2 is an end view of a non-magnetic section of rail illustrating means to be associated therewith for rendering such rail section magnetic. i v

At each controlling station of the track, a non-magnetic section 7 is provided in one rail 8 of the track, for producing a predetermined condition whenever the vehicle passes a controlling station, resulting in the production of a danger or vehicle-stopping condition unless other conditions are produced while passing the non-magnetic rail section. The responsive means of the vehicleequipment includes the two double or pairs of solenoids 9 or other suitable electro-magnetic responsive devices, and an inverted U- shaped core 10 is slidable upwardly and downwardly in each pair of solenoids with its poles disposed immediately above the rail. The cores 10 are raised away from the the accomsprings 11 confinedbetween the solenoids and the yokes ,of said cores: When the solenoids are energized zwiththe cores over the iron or magnetic, portion of the rail, the magnetic flux between the .poles of the cores will enter the rail,.an d thereby attract said cores to the rail, sliding the cores downwar'dly and holding'them in lowered position against the tension of the springs 11 or other means tending to raise said cores. Two or more of the double-or pairs of solenoids 9 are provided, at different longitudinallyfspaced points, in order that one ofjthe cores 10 is always attracted to the fail, when passing non-magnetic crossings,

arts,

so i rail, when the magnetic attraction of the cores to the rail is lost, by means of coiled switch points, and the like, said solenoids being so arranged that both pairs do not simultaneously pass over non-magnetic portions of the railexcepting when over the non-magnetic rail section 7 of a controlling station.

The responsive means also includes a choke coil or inductive reactance 12, the coil being wound on a core 13 whose terminals or poles are disposed closely adjacent to the rail. Asjshown, the choke coil is located between the sets of solenoids.

The cores 10 of the solenoids are attracted to the magnetic portion of the rail when travelling between controlling stations, and when passing a controlling station, the solenoids in passing over the non-magneticrail section 7 will result in the cores 10 being released from magnetic attraction to the rail, whereby said cores are raised by the springs 11 or other means provided for that purpose, to produce a predetermined condition' whenever the vehicle passes a controlling station.

The choke coil 12 is responsive to secondary coils 14 on the track, which coils are wound on cores 15 that are associated with and preferably attached to the non-magnetic rail section 7 at longitudinally spaced points, whereby the magnetic flux between the terminals or poles of the cores 15 is not disturbed by the rail section 7, and to provide for the movement of the core 13 closely adjacent to the cores '15 in passing a controlling station, whereby the magnetic flux between the poles of the core 13 will enter the cores 15. When the choke coil 12 is .above one of the secondary coils 14, the core 13 almost forms a complete magnetic circuit with the corresponding core 15, with only small clearances or air gaps between the cores, whereby the coils provide a transformer of which the coil 12 is primary and the coil 14 secondary, thus establishing an inductive relation between the coils. Each coil 14: is disposed in an inert track circuit with inductive resistance 16 and a switch 17, and said switch is controlled by an electro-magnet 18 or other means. The electromagnets 18 can be disposed in circuits of the wayside signal apparatus, or other means can be used for controlling the switches 17, said switches being closed when the magnets are deenergized or dangeroustrack conditions exist. The control over magnets 18 forms no part of the present invention. The magnets 18 or controlling means for the switches must be energized for opening the switches 17 ,and when both switches are open, clear conditions are established, whereas when the first switch is open and the second one closed caution conditions are established as will hereinafter be described.

The solenoid or electro-finagnetic responsive devices are therefore responsive with reference to the magnetic and non-magnetic sections of the rail, while the choke coil'is primary winding responsive to the secondary coils associated disposed in a secondary circuit 21 with a I condenser or capacity reactance 22 and the secondary winding 23 of a step-up transformer 21. The primary winding 25 of the transformer is energized by an alternating or fluctuating current generator 26. The primary circuit includes a conductor 27 connecting one terminal of the generator 26 and one terminal of the primary winding 25, said primary .winding 25, a conductor 28 connecting'the other terminal of said winding and one terminal of the choke coil 12, said choke coil, a conductor 30 connecting the other terminal of said choke coil and a condenser or capacity reactance 31, and a conductor 32 connecting said condenser and the other terminal of the generator 26. The 25 is thus energized by alternating or fine uating current which induces, through the transformer, current in the circuit 21 to keep the solenoid or trans lating device 20 energized. The inductive reactance of the coil 12 and the capacity reactance of the condenser 31 are so proportioned that when the magnetic circuit of the core 13 is practically completed by a magnetic portion of therail 8 or by one of the cores 15, with the corresponding switch 17 open, the circuit including the coil 12 and winding 25 is tuned, so that the solenoid 20 receives suflicient energy to perform its *duty, whereas when the core 13 is over the whose core 13 has its magnetic circuit unbridged between the ends of the 'core', and as a result of the detuning action in said circuit, the current induced in the circuit 21 is reduced, so that the solenoid 20 is deenergized sufficiently for the intended purpose. Also, when the core 13 is over one of the cores 15, with the corresponding switch '17 closed (the circuit of the winding 25' having been dtuned), instead of the magnetic flux having a free path through the core 15, the flux flowing in alternate directions will in duce current in the secondary coil 14 and the inductive resistance 16 will impede-the flow of current in such circuit, thereby resisting the flow of flux through the core 15,-

, gization of the solenoid 20. In other words,

when the detuning of the primary circuit including the winding 25 has taken place by the movement of the coil 12 over the rail section 7, and the coil 12 moves over a coil 14 whose switch 17 is closed, the detuning of said primary circuit is not appreciably interfered with, and the solenoid 20 remains deenergized, because the change in the constants of said primary circuit (the change in the inductive effect of the coil 12, in particular) is not sutficient'to increase the diminished current flowing in said primary circuit to restore full energization of the solenoid 20.- This is necessary in order that when the choke coil 12 passes along the non magnetic-rail section over the core 15 with the corresponding switch 17 closed and the primary circuit detuned, there will be no substantial increase in current flowing through the winding 25, it being noted that when the core 13 is over the non-magnetic rail section, the coil 12 provides a choking and detuning influence in the circuit thereof, to reduce the current flowing through the winding 25 for deenergizing the solenoid 20. In this way, with the current in the circuit of the winding 25 detuned or choked down as the choke coil 12 moves along. the nonmagnetic rail section 7, such current will remain reduced in strength when passing the cores 15 with the switches 17 closed, because the coils 14 and resistances 16 offset the tendency for the free flow of magnetic flux through the cores 15 from the core 13, whereas when the core 13 moves over a core 15 with the corresponding switch 17 open, the effect of the coil 14 and resistance 16 is lost, and the magnetic flux from the core 13 can therefore pass freely through the core 15, whereby the current in the circuit of the coil 12 and winding 25 is increased in order to reenergize the solenoid 20as the choke coil 12 passes such core 15, and when the choke coil has left such core 15 or track armature the choking effect of the coil 12 is again set up to-again reduce the current in the winding 25 and deenergize the solenoid 20.

'In order to prevent the choke coil 12 from being eflective when the vehicle is travelling through the block between controllingstations, an inductance coil or 'reactance 33 is provided to shunt the choke coil 12 under such conditions. One terminal of the coil 33 is connected to the conductor 30 and contacts 34 are connected to the other terminal of the coil 33 to be engaged'by switches 35 carried by the cores 10 for connecting said contacts with other contacts 36 connected to the conductor 28. Thus, when the cores 10 are attracted to the rail the switches 35 bridge the contacts 34 and 36, thereby connecting the coil 33 across the conductors 28 and 30 and shunting the choke coil 12,

- equipment is thus whereby to keep the circuit of the winding 25 energized whether or not the coil 12 is producing a choking effect while travelling between controlling stations. The switches 35 are disposed in parallel, whereby the momentary release of either core 10 in passing a non-magnetic crossing, switch point, frog, or the like, will not open the shunt in which the coil 33 is disposed, and both cores 10 must therefore be released, in passing over the non-magnetic rail section 7, to open said shunt, thereby removing the coil 33 from the circuit of the winding 25 and enforcing the control of the winding 25 from the choke coil 12, and said choke coil being over the non-magnetic rail section will result in the immediate reduction in current flowing through the winding 25 to deenergize the solenoid 20.

The solenoids 9 are continually energized by being connected between conductors 37 and 38 connected to the opposite terminals of the generator 26, and should the current fail, said solenoids will immediately become deenergized whereby the cores 10 would be released from the rail to produce danger conditions as will hereinafter be described. Such solenoids as well as the other electrically energized devicei; operate on the normal closed circuit principle for producing danger conditions should a circuit be broken or shorted, or should the current fail.

The solenoid 20 has a vertically movable core or run-down member 40 which is attracted upwardly into the solenoid when said solenoid is energized, and dropping when said solenoid is deenergized by the choking efiectin the coil 12. The core 40 has a weight 41 at its lower end to which is pivoted a finger 42 that is capable of swinging downwardly from normal position and backwardly to said normal position, but which cannot swing upwardly from normal position. When the core 40 is released by the solenoid 20 the finger 42 is arranged to drop into engagement with a worm 43 carried by a vertical shaft 44 which is connect-- ed to a wheel, axle or other movable part of the vehicle whereby said shaft and worm are rotated according to the speed and movement of the vehicle. Thus, the finger 42 bearing on the thread of the worm will delay the downward movement of the core 40, and said core or slide will therefore move downwardly according to the movement of the vehicle, requiring the movement of the vehicle a distance of a predetermined length before the core or slide 40 reaches its lowermost position, such distance of travel of the vehicle being sufficient to enable the choke coil 12 to passthe secondary coils 14 before the core 40 reaches its lowermost or danger-producing position. The vehicle under control requiring a predetermined distance of travel of the vehicle before danger conditions are produced in order to give the track devices sufficient opportunity for obtaining caution or clear conditions before the danger conditions are brought about. The application of the brakes or other train-stopping mechanism is thus delayed, for a predetermined distance of travel of the vehicle, to enable the caution and clear impulses or signals to be received.

The vehicle stopping or danger producing means, as shown, includes anelectro-m'agnet or translating device 45 which is normally energized to keep the vehicle in running or clear condition. The circuit of the magnet 45 includes a conductor 46 connected to one terminal of the generator 26, the magnet 45, conductor 47 leading from said magnet, a contact 48 to which the conductor 47 is connected, a switch 49, a conductor 50 connected to the switch, a contact 51 to which the conductor 50 extends, a non-magnetic switch 52 connected to the upper end of the solenoid core 40, a conductor 53 electrically connected-with the said switch 52, an electromagnet 54 to which the conductor 53 is connected, a contact 55 connected to the other terminal of the magnet 54, a switch 56 held closed by the magnet 54, a contact 57 also engaged by said switch 56, and a conductor 58 connecting the contact 57 and the generator conductor 38. hen the switches 49, 52 and 56 are closed, the magnet 45 is energized to maintain clear or running conditions. \Vhen the core 40 has moved down a part of its movement, or a predetermined distance, the switch 52 is removed from the contact 51, thereby opening the circuit and 'deenergizing the magnets 45 and 54. The magnet 54 is a part of a stick relay in connection with the switch 56, because when the magnet 54 is deenergized and the switch 56' released, the circuit of the magnet remains open and the switch 56 cannot be reclosed unless the magnet 54 has its circuitcompleted through a path other than through said switch. The switch 49 is under the influence of a normally energized electro-magnet 60 having one terminal connected to the generator conductor 32 and having its otherterminal connected by a conductor 61 with a contact'62 engaging a slide switch 63 carried by and insulated from the switch 52, a conductor 64 connecting the switch 63 and the generator conductor 27. The switch 63 and contact 62 are so arranged that the circuit of the magnet 60 is not broken unless the core or slide 40 moves downwardly the full amount, whereasthe circuit including the switch 52 and contact 51 is interrupted -or broken when the core or slide moves down part of the way. The switch 49 is therefore held closed by the magnet 60 unless the core 40 has moved downwardly the full distance, and when the switch 49 is rerest, a device is provided for closing theswitch '49. Thus, a lever 67 is pivotally mounted so that one arm thereof is moved downwardly by the sleeve 66 when the vehicle is stopped and the sleeve 66 moved to its lowermost position, and the other arm of the lever 67 is disposed under the switch 49 to raise said switch into attractive relation with the magnet 60 so that said switch is again closed. Therefore, in order to close the switch 49, the vehicle must be brought to a stop, andthe magnet- 60 must be energized to hold the switch closed, when the vehicle is again started so that the lever 67 is released by the governor.

In order to reenergize the magnet 54 at the end of a block, when travelling under caution control, in order to remove such cantion control just before entering the next block, a shunt is provided for the switch 56 including a shunt conductor 70 having one terminal connected to the generator conductor 38 and the other terminal connected to the terminal of the magnet 54 between said magnet and contact 55. The conductor 70 has contacts 71 which open the shunt when the cores 10 are attracted to the rail, and when said coresv are both released from the rail, the switches 35 bridge the contacts 1 in series, thereby closing the circuit of the magnet 54 without the aid of the switch 56, in order that said magnet can be energized, as will hereinafter more fully appear, for terminating the caution control.

In order that the vehicle can proceed at a restricted speed, under caution control, the governor sleeve 66 carries aswitch 72 for bridging a pair of slidable contacts 73 when the vehicle is travelling below a predetermined speed of say fifteen miles per hour, said switch leaving said contacts. and opening the circuit thereof when the allotted speed 'is exceeded. The contacts 73 are pushed downwardly against the tension of springs 74 by the switch 72, and one contact 73 is connected by a conductor 75 with the conductor 58, while the other contact 73 is connected by a conductor 76 with the conductor 53- Said conductors 75 and 76 have the resistance 77 therein, and such resistance is greater than the resistance of the magnet 54, whereby when the switch 72 bridges the contacts 73, thereby closing a shunt across the switch 56 and magnet 54, the resistance offered by such shunt is greater than that oflered by the magnet 54. Thus, with the switch 56 closed and the vehicle travelling at a slow speed with the switch 72 bridging the contacts 73., the current will flow through the magnet 54 to keep said magnet energized even though the switch 72 closes the shunt at the same time. The contacts 73 are slidable in a support 78, which also acts as a support for the solenoid 20 and magnet 54, and as a bearing for the shaft 44.

The vehicle controlling magnet or translating device 45,'as shown, operates a valve 80 of the air brake pipe 81, whereby to apply the brakes when the magnet is deenergized.

In Fig. 2 there is shown a means for use with non-magnetic sections of 'rail that may be used between controlling stations. Thus, if non-magnetic rail sections 90 are used at points in the block between the controlling stations, an iron or magnetic bar or plate 91 can be disposed at one side of said rail section, to render such rail section magnetic, in order not to disturb the magnetically responsive devices of the vehicle equipment when passing such rail section. In the same way, non-magnetic crossings, frogs, switch points, and the like, canbe rendered magnetic by associating therewith iron or magnetic bars or members.

The operation of the apparatus is as follows: Normal running condition of the apparatus is depicted in Fig. 1, with the vehicle travelling between controlling stations preparatory to passing a controlling station.

Under these conditions the cores 10 of the solenoids 9 are attracted downwardly toward the iron or magnetic rail,thereby closing the shunt of the choke coil 12, including the coil 33, whereby to maintain the transformer 24 and solenoid 2O energized sufiiciently to support the core 40. The shunt including the coil is kept closed even though one of the cores 10 should be released for an instant in passing over a non-magnetic crossing, switch point, frog, or the like. The magnets 45 and 54 are kept energized by being 1n the normally closed circuit including the generator 26, conductor 46, magnet 45, conductor 47,- contact 48, switch 49, conductor 50, contact 51, switch 52, conductor 53,. magnet 54, contact 55, switch 56, contact 57, and conductors 58 and 38. The magnet 60 is kept energized by being located in the circuit including the generators 26, conductors 27 and 64, switch 63, contact 62, conductor 61, magnet 60, and conductor a predetermined speed with the switch 72 bridging the contacts 78, the resistance 77 being greater than the resistance of the magnet 34, would compel the current to flow Should the vehicle .be travelling below through the -magnet, thereby keeping it energized.

, Damper conditions.

When danger conditions exist, the magnets 18 of the track equipment are deenergized, thereby releasing the switches 17 so i that they close the circuits of the secondary coils- 14 and the coils 16. When the vehicle sive devices of the vehicle passing over the non-magnetic rail section 7 will result in the attraction of the cores. 10 to the rail being lost, so that said cores are released from the rail and moved away from the rail by the springs 11. This will immediately open the shunt of the choke coil 12, whereby said choke coil is active for controlling the solenoid 20, and said choke coil being over the non-magnetic rail section will result in a detuning effect in the circuit being obtained, for reducing thefiow of current through the winding 25. As a result, the current flowing in the circuit 21 is reduced. proportionately, whereby the solenoid 20 is deenergized sufficiently to let the core 40 drop. This rundown action of the core or member 40 occurs each and every time the vehicle leaves a block in passing a controlling station between the blocks, thereby estabhshing a condition which will result in a danger condition or vehicle-stopping condition being obtained, providing other impulses or signals" are not transmitted to the vehicle equipment for producing caution or clear conditions.

A predetermined condition is thus established whenever the-vehicle passes a control the track, will not be affected by the presence of the cores 15, on account of the windings or coils 14 and 16 checking or retarding the flow of magnetic flux through'the cores 15, and the current flowing through the choke coil 12 and transformer winding 25 is thus maintained-at a reduced strength, just as though the cores 15 were absent.

When the core 40 drops by the deenergization of the solenoid 20, the finger 42 comes to reston the worm 43, and said worm in rotating will retard the downward movement of the core 40 according to the move ment of the vehicle, requiring a predetermined distance of travel of. the vehicle for the complete movement of the core 40 -to its lowermost position. This is-for the purpose of retarding themovement of the core 40 to afford an opportunity for thewaution' and clear signals or impulses to be transmitted to'the vehicle equi ment, before the danger conditions are ully established. When the core 40 has moved down part way, with the responsive devices of the vehicle moved past both cores 15 and coils 14 of the track, the switch 52 is removed from the contact 51, thereby opening the circuit of the magnets 45 and 54, and letting the switch 56 drop. Then, when the vehicle has proceeded further, the switch 63 is also removed from the contact 62, to open the circuit of the magnet 60, whereby the switch 49 will drop to open the circuit of the magnet 45 at another point also. Consequently, the magnet 45 being deenergized will operate the valve 80 for applymg the brakes of the vehicle, to bring the vehicle to a stop. After the vehicle has moved beyond the nonmagnetic'rail section 7, the cores 10 are reattracted to the rail, thereby again closing the shunt of the choke coil 12, so that the winding 25 and solenoid 20 are again reenergized for raising the core 40 to normal elevated position. However, the switch 49 having opened, cannot be brought within attractive influence of the magnet 60 without assistance, and when the train has come to a stop, the governor sleeve 66 in bearing on the arm of the lever 67 will swing said lever so that the lever raises the switch 49 to be attracted by the magnet 60 against the contact 48. The switches 52 and 63 having been restored by the raising of the core 40, and the switch 49 having been closed by the stopping of the vehicle and governor, will restore the several devices, but the switch 56 will remain open for establishing restricted speed or caution conditions through the block. Thus, after a danger signal is transmitted to the vehicle, the vehicle must be brought to a stop, but can at once resume its motion under a restricted speed or cantion control. The switch 56 being open throws the control of the circuit of the magnet 45 on the speed-control switch 72 operated by the governor 65. Thus, when the vehicle is travelling below a predetermined speed limit of say fifteen miles per hour, the

switch 72 bridges the contacts 73, thereby closing a shunt across the magnet 54 between the conductors 53 and 58, to keep the circuit of the magnet 45 closed without the aid of the switch 56. However, should the vehicle be speeded up beyond the maximum caution speed permitted, the switch 72 would leave the contacts 73 thereby at once breaking the circuit of the magnet 45, and applying the brakes. It is thus necessary,

' when the switch 56 is open, to travel below the maximum speed limit under caution control. The vehicle or train, after being stopped, is immediately placed under cau- -tion or restricted speed control for the remainder of the block, the same as if caution control had been established, and with the prerequisite that the train must be brought to-a stop after a danger signal is received. lVith' the switch 56 open and the vehicle travelling under caution control, such caution control is terminated when leaving the next block. both released from the rail in passing over the non-magnetic rail section 7, the switches 35 engaging the contacts 71 will close the shunt circuit for the switch 56. Said shunt circuit includes the generator 26, conductor 46, magnet 45, conductor 47, contact 48, switch 49, conductor 50, contact 51, switch 52, conductor 53, conductor 7 0 including contacts 71 and switches 35, and conductor 38. The resistance of the magnet 54 being less than the resistance 77 will result in current flowing through the magnet 54 to reenergize said magnet and attract the switch 56 against the contacts 55 and 57 thereby reestablishing clear conditions before completely passing the controlling station at the end of the block traversed and before entering the next block. The switch 56 being closed will result in the current flowing through the magnet 54 instead of through the contacts 73 and switch 72, and the vehicle can then be speeded up.

Caution conditions.

the controlling station, the cores 10 being released from attraction to the rail, will result in the detuning effect to the coil 12 because of the core 13 being over the non-magnetic rail section 7, resulting in the solenoid 20 being deenergized and the core 40 dropped. Before the vehicle has travelled far enough for the switch 32 to leave the contact 51, the choke coil 12 passes over the first core 15, and the circuit of the coils 14 and 16 being open, will enable the magnetic fluxfrom the core 13 to pass freely through the core or armature 15, without restriction or resistance as when the switch 17 is closed. resulting, in the detuning effect of the coil 12 being reduced or eliminated, so that the current flowing through the winding 25 is momentarily increased, resulting in the reenergization of the solenoid 20. This will lift the core 40 to normal elevated position, be fore the core has moved downwardly sufficiently to break either of the circuits controlled thereby, and preventing the circuit of the magnet 45 being broken until a further distance has been travelled by the vehicle. As soon as the core 13 has left the first core or armature 15, the detuning action of the coil 12 is again asserted. resulting in the solenoid 20 being deenergized again. and the Core 40 moving downwardly with the Thus, when the cores 10 are finger 42 following, the screw of the worm 43. The coil 12 passing the second core or armature 15 is not afi'ected thereby, because of the switch 17 being closed resulting in the coils 14 and 16 beingeflective to resist or impede the reciprocatory flow of magnetic flux through the core 15. Therefore, before the cores 10 move oil of the non-magnetic rail section 7 onto the magnetic portion of the rail, the core 40, after being restored in passing the first core 15, will move downwardly sufiiciently so that the switch 52 leaves the contact 51, thereby breaking the circuit 'of the magnets 45 and 54, and the control is the same as established when the vehicle has been brought to a stop under danger condltlons, as above described, the

, closing of the circuit of the magnet 45 being controlled by the speed.control switch 72, requiring the travel of the vehicle at a rate of speed below a predetermined speed or the brakes will be applied. This restrict-.1

ed speed control will continue through the next block, as hereinbefore described, until the cores 10 are both released in passing a rail section 7 at the end of the next-block, resulting in the shunt conductor 70 being closed by the switches to reenergize the magnet 54 for closing its switch 56.

It will therefore be noted that under caution conditions, instead of the core being permitted to move downwardly without interruption, an impulse or signal received by the. vehicle equipment from the track devices, will raise the core 40after moving downwardly part of the way, the finger 42 dragging back across the threads of the worm 43, to again start the core 40 on its downward journey, and permitting the switch 52 to leave the contact 51 before the core 40 is again restored, thereby producing caution conditions. However, the core 40 cannot move downwardly sufficiently to remove the switch 63 from the contact 62, on

account of the core 40 having been restored by the caution signal or impulse, and before the'rcore 40 has had the opportunity of mov-, ing down the full amount, the cores 10 are reattracted to the rail, thereby establishing the reenergization of the solenoid 20 for lift- 'ing the core 40, although the core has moved downwardly sufiiciently to break the circuit of the magnet 54. Thus, the receiving of a single timely impulse or signal by the vehicle equipment, will reenergize the solenoid 20 and raise the core 40, whereby the subsequent downward movement of the core 40 will establish a'caution condition but not a danger condition. However, should the finger 42 be broken oft or removed, or the worm 43 broken off or removed, the moment the solenoid 20 is deenergized, the core 40 could ,fall immediately to its lowermost position, thereby establishing a danger condition and stopping the vehicle at once. In the same way, the breaking, shorting or grounding of any of the circuits would result in a dangercondition being produced, so that the vehicle equipment operates on the normal closed principle.

a Gleam conditions.

Under clear conditions,pthe same as in danger and caution conditions, the coreslO are released when passing over the non-magnetic rail section 7, resulting in the choking effect obtained by the coil 12 deenergizing the solenoid 20. Under clear conditions, both magnets 18 are energized and both switches 17 open, as seen in Fig. 1. As stated, under caution conditions, when the coil 12 passes the first core 15, the detuning effect of the coil-12 is momentarily lost, by the unrestricted flow of magnetic flux from the core 13 through the first core 15, thereby reenergizing the solenoid 20 and lifting the core 40 before the switch 52 is removed from the contact 51, to start the core 40 again on its downward movement. 12 then reaches the second core 15 before the switch 52 is removed from the contact 51, and a second impulse is obtained, by the unrestricted flow of magnetic flux from-the core 13 through the second core 15, thereby again energizing the solenoid 20 for lifting the core 40, and again avoiding the breaking of the circuit of the magnets 45 and 54. before the switch 52 has had an opportunity of leaving the contact 51. lVhen the coil 12 has passed the second core 15, the core 40 again starts on its downward movement, but before the core 40 hasmoved downwardly sufliciently to remove the switch 52 from the to produce danger conditions, and only the raising of the core 40 one or more times, when passing a controlling station, can avert The choke coil' the danger conditions and obtain either caution or clear conditions according to positive impulses or signals.

The present induction apparatus operates on the normal danger principle, inasmuch as the magnetic portion of the rail is utilized for the continued magnetic attraction or inductive relation of the vehicle responsive devlces with the track, and the non-magnetic rail section in being passed will result in a positive danger condition being established unless positive caution or clear impulses or signals are received by the vehicle equipment. In other words, a positive danger signal is obtainedby the non-magnetic rail section, and if the wayside signal apparatus is out of order or defective, the magnets 18 being deenergized will prevent the danger conditions of .the vehicle equipment being set aside. In the present apparatus the magnetic attractionor inductive relation between the vehicle and track is employed while the vehicle is travelling in the block, to keep the vehicle running, and such magnetic attraction or inductive relation is broken or interrupted at the controlling stations each and every time the vehicle passes a controlling station, for obtaining danger conditions positively unless positive impulses -or signals are received, when passing the controlling stations, for offsetting or modifying the controlling conditions, such as for producing caution or clear conditions. This is contrary to induction apparatus wherein the magnetic attraction or inductive relation between the vehicle and track devices is only manifest or utilized when passing controlling stations, whereby should theinduction devices fail or the track device be removed from place, the required impulse or signal could not be received by the vehicle with the result of a false clear condition being possible. The present apparatus also has the advantages of eliminating ramps, armatures or other obstructions on the track at the sides of the .rails, which would be apt tobe knocked ofl,

track, the responsive devices being protected by the wheels of the train, and the present apparatus thus entirely eliminates clearance problems. Furthermore, the magnetic attraction or inductive relation between the vehicle and track being continuous through the blocks, will avoid false danger conditions being established in passing over crossings,

switches, iron and steel bridges, and the like,

as is possible with apparatus supposedly using the induction control or response at 1. Vehicle controlling apparatus including a run-down device operable, when released, by a run-down movement corresponding with the movement of the vehicle, means for y obtaining difi'erent vehicle controlling conditions when said device runs down different distances, and means controlling said device including cooperable elements on the vehicle and track and arranged to normally hold said device against run-down motion when the vehicle is travelling between controlling 8 stations and releasing said device for run-- down motion when passing controlling stations, the lastnamed means having trackcontrolled provisions at the controlling stations to aifect the lastnamed means for restoring said device one or more times while passing a controlling station so as to reduce the distance of movement of said device.

2. Vehicle controlling apparatus including a normally energized electrical translating device, a run-down device normally held against movement by the translating device, means for obtaining difl'erent vehicle controlling conditions when said run-down device moves difi'erent distances in its 'rundown motion, and means controlling said translating device including cooperable elements between the vehicle and track and arranged to deenergize said translating device when passing controlling stations, the last named means having track-controlled provisions at the controlling stations to afi'ect the lastnamed means during the run-down movement of the run-down device for energizing the translating device one or more times whilethe vehicle passes a controlling a station.

3. Vehicle controlling apparatus including a normally energized electrical translat ing device, a run-down device normally held by the translating device and having a rundown motion when released, means for 011- taining diflerent vehicle controlling conditions when the run-down device moves different distances, responsive means on the vehicle controlling said translating device, means on the track at controlling stations to affect said responsive means to deene-rgize said translating device when the vehicle passes controlling stations, and controlled means at thecontrolling stations to affect the responsive means and energize the translat- Z ing device one or more times when passing a controlling station so as to restore the rundown device accordingly and reduce the distance of movement of said run-down device.

4. Vehicle controlling apparatus including a normally energized electrical translatingv device, a run-down device normally. held by said translating device andpperable,

' moving along the magnetic rails and to de-r energize the translating device and release with a run-down motion corresponding to the motion of the vehicle when said rundown device is released, means for obtaining d-ifi'erent vehicle controlling conditions when said run-down device moves difi'erent distances in its run-down motion, a vehicle track having .magnetic rails between controlling stations and non-magnetic sections at the controlling stations, controlled inductive elements at the controlling stations. and electrical responsive means on the vehicle controlling said translating device to maintain the translating device energized when the run-down device when assing the non magnetic sections at controlling stations, said responsive means also being responsive to said elementswhen they are effective so as to energize said translating device and restore the run-down device one or more times while passing a controlling station so as to reduce the distance of movement of said rundown device when passingthe controlling station; I

5; Vehicle controlling apparatus including a vehicle-carried run-down dEVlCx,

means for producing vehicle controll ng conditions when said device runs down, and means controlhng said device and controlled from the vehicle track for normally preventing the run-down movement of said device and releasing said device for run-down movement when passing predetermined portions of the track, the lastnamed means including controlled elements at said portions of the track for restoring said device during the run-down motion thereof to "limit such run-down motion,

6. Vehicle controlling apparatus including a normally energized electrical translating device, means fordeener'gizing said device when passing controlling stations, a member normally. heldby said device when travelling between controlling stations and released by the deenergization of said device and movable when released for obtaining a vehicle stopping condition,'means for delaying the movement of said member to vehicle 831d device when passing controlling stations, means normally held by said device when travelling between stations and released by the deenergization of said device and operablewhen released for obtaining a vehicle stopping condition, and means operable when passing the controlling station for reenergizing said device before such condition is obtained torestore the second-named means.

8. Vehicle controlling apparatus inclnd lating device, means for deenergizing said device when passing controlling stations, means normally held by said device when travelling between stations and releasedby the deenergization of said device for obtalnlng a vehicle retardlng condition, means for delaying such condition, when the secondnamed means is released, until the vehiole has travelled a predetermined distance, and means operable during such distance of travel of the vehicle for reenergizing said device to restore the secondnamed means and avoid such condition. I

9. Vehicle controlling apparatus including an electrical translating device on the vehicle, a non-magnetic section in a rail of the track at each controlling station, meansresponsive to the magnetic portion of the rail for maintaining said device energized excepting when the non-magnetic rail section is being passed, and means associated with said non-magnetic rail. section with ing a normally energized electrical transwhich the responsive means is cooperable for energizing the translating device while passing the non-magnetic rail section. V

r 10. Vehicle controlling apparatus inclnding a vehicle carried translating device, a

at each controlling station, means magnetically' responsive to the magnetic portion of the rail for maintaining said device energized excepting when passing the non-magnetic rail section, means operable when said device is deenergized for obtaining a vehicle retarding condition when the vehicle has travelled a predetermined distance, and

means associated with said non-magnetic.

rail section with which said responsive means 1s cooper-able for energizlng said device, when passing a non-magnetic rail sectlon, for restorlng the secondnamed means and avoiding such condition.

11. Vehicle controlling apparatus including a vehicle carried'translating device, a nonmagnetic section in a rail of the track at each controlling station, a choke coil movable along said rail and-arranged for de-' energizing said device when'passing the non: magnetic rail section, means released when 1 said device is deenergized for obtaining a vehicle retarding condition, and controllable means associated with said non-magnetic rail section with which said choke coil is cooperable for energizing said device to restore sald means.

12. Vehicle controlling apparatus including a vehicle carried translating device, a non-magnetic section in a rail of the track at each controlling station, a choke coilmovable along said rail and arranged for denon-magnetic section in a rail of the track energizing said device when passing the nonmagnetic section, means released when said device is deenergized for obtaining a vehicle retarding condition, controllable means associated with said non-magnetic rail section with which said choke coil is cooperable for energizing said device to restore said means, and means magnetically responsive to the magnetic portion of said rail for removing the control of said device by the choke coil excepting when passing the non-magnetic rail section.

13. Vehicle controlling apparatus including an electrical translating device, a nonmagnetic section in a rail of the track, a choke coil movable along saidrail for controlling said device when passing the nonmagnetic rail section,'and means magnetically responsive to the magnetic portion of the rail for shunting said coil and removing the control of said device from said coil excepting when passing the non-magnetic rail section.

14. Vehicle controlling apparatus including a normally energized solenoid, means for deenergizing the solenoid when passing controlling stations and for keeping the solenoid energized when travelling between stations, a core for the solenoid movable to obtain a vehicle retarding condition, means for retarding the movement of said core to delay such condition until the vehicle has travelled a predetermined distance, and

means for energizing said solenoid during the travel of the vehicle in said dlstance for restormg said core.

ing a translating device, means normally held by said device when travelling between controlling stations and released by said device when passing. controlling stations and speed means brought into operation by a predetermined partial movement of said member. Y

17. Vehicle controlling apparatus including a translating device, a non-magnetic sec-- predetermined distance, means associated with said non-magnetic rail section with which said responsive means cooperate, when passing the non-magnetic rail section, for energizing said device one or more times to restore said member one or more times before reachingvehicle stopping position, and restrictive speed means brought into operation when said member has moved a predetermined amount of its movement to vehicle stopping position.

18. Vehicle controlling apparatus including a translating device, means normally held by said device and released by said de-' vice when passing a controlling station and operable for obtaining a vehicle stopping condition, means controlling said'means for delaying such condition until the vehicle has travelled a predetermined distance, means controlling said device when passing a con- 15. Vehlcle controlling apparatus includfirstnamed means when moved a predeter-i mined distance before the vehicle stopping operable for obtaining a vehicle stopping condition is obtained and also arranged to controlling said device when passing the controlling station for restoring the firstnamed means one or more times, andrestrictive speed means brought into operation by the firstnamed means when moved a predetermined distance before the vehicle stop ping condition is obtained.

16. Vehicle controlling apparatus including a translating device, a member normally held by said device when travelling between controlling stations and released by saiddevice when passing controlling stations and movable for obtaining a vehicle stopping condition, means controlling said member to delay such condition until the vehicle has travelled a predeterminepl distance, means controlling said device when passing the controlling station for restoring said member one or more times during such distance of travel of the vehicle, and restrictive be brought into operation when the vehicle has been stopped, said restrictive speed means being arranged to remain operative controlling the vehicle, a translating device including a movable member, a responsive element controlling said device for releasing said member when passing a controlling station and'for restoring said member one or more times when passing the station, means for retarding the movement of said member when released, means for breaking said circuit when said member is moved apart of its full movement. means in said circuit for opening it at one point and controlling the circuit by the speed of the vehicle, and means for opening said circuit, when said member is moved further, and keeping the circuit open until the vehicle is broughtto a stop.

20. Vehicle controlling apparatus including a circuit having vehicle controlling means and including two switches, a translating device including a movable member, a responsive device controlling the translating device for releasing said member when passing a controlling station and for restoring said member one or more times, means for retarding the movement of said member, one of said switches being opened when said member is moved a predetermined amount,

a restrictive speed switch, means for bringing the restrictive speed switch into control of said circuit when the firstnamed switch is opened, and means for opening the other switch when said member is moved a further amount and for keeping such switch open until the vehicle is brought to a stop. In testimony whereof I hereunto affix my signature.

ALFRED L. RUTHVEN. 

